Automatic train-stop.



.2. D. TRIBE AUTOMATIC TRAIN STOP APPLICATION FILED MAR. 15. 1213.

1,1 1 3,385. Patented flct. 13.191

2 SHEETS-SHEET 1 B. D. TRIPP.

AUTOMATIC TRAIN STOP.

APPLICATION FILED MAR.15. 1913.-

Patented Oct. 13, 1914.

2 SHEETS 'SHEET 2.

INVENTOR Ben/009k 2 77;

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BENJAMIN D. TRILP, 0F BINGHAl ll'll'fiN, NEW YORK, ASSIGNOR OF ONE-FOURTH '10 ALLEN R. KELLY, OF NEW YQRK, N. Y., AND ONE-FUURTI-I 'lO WILLIAM J. HASKIN AND ONE-FOURTH TO MERRI'IT S. SQUIRES, BOTH OF BINGHAMTON, NEW YORK.

A'UTQMATIC TRAIN-STOP.

Specification of Letters Patent.

Patented Got. 13, int i,

application filed March 15, 1913. Serial No. 754,507.

To all whom it may concern:

Be it known ,that'l, BENJAMIN l). Tnrrr, a citizen of the United States, and a resident of Binghamton, in the -county of Broome and State of New York, have invented a new and Improved Automatic Train-Stop, of which the following is a full, clear, and exact description.

This invention relates to railway appliances and has particular reference to means for automatically controlling the operation of railway trains whereby the brakes will be applied in the event of the failure or incapacity of the engineer to observe danger signals or in case the locomotive wheels should leave the rails.

Among the special objects of this invention is to provide a novel mechanism connected between the railway track and -the signal mechanism whereby the devices adjacent the track may be elevated or lowered with respect to the movement of the signal device to or from danger position, the connections being such as not to intertere or retard the initial operation of the signal' mechanism.

The foregoing and other objects of this invention will hereinafter be more fully de scribed and claimed and illustrated in the drawings forming a part of this specification in which like characters of reference indicate corresponding parts in all the views, and in which- Figure 1 is a front elevation showing a diagrammatic representation of a locomotive and a semaphore adjacent thereto, certain parts beingbroken away; 2 is a side elevation of the locomotive, parts being in section on the line 22 oi Fig. 1; Fig. 3 is a transverse vertical section of a detail substantially onthe line 3-3 of Fig. 2; and Fig. 4 is a detail of the semaphore connection with the parts in difl'erent positions from that of Figs. 1 and 3.

The several parts of this mechanism may be made of any suitable materials and the relative sizes and proportions thereof, as well as the general design. may be varied to a considerable extent without departing from the spirit of the invention hereinafter more fully set forth and claimed.

Referring to the drawings for a more specific description of the invention, I show at 10 a railway track upon which a locomotive 11 is adapted to be operated in either direction as usual, and at 12 is shown a semaphore which may be understood as being typical of any suitable signal or switch mechanism within the scope of this invention. Said semaphore, as usual, includes .a signal arm 13 pivoted atl iand having-an auxiliary arm 15 extending beyond the pivot in the direction opposite the arm 13. It is to beunderstood that the semaphore may be operated by any of the usual devices for such purpose independently of my attachment.

Between the track 10 and the semaphore standard I provide a casing 16 of a substantially rectangular hollow construction extending preferably below the level of the track rails. Within said casing and extend:

ing longitudinally thereof is a lever 17 of.

the first class pivoted 1113,18 on a fixed support or standard 19 extending u wardly from the bottom of the casing. no end of the casing has an upwardly extending guide 20 lying approximately adjacent the outer edge of one of the rails and through which the casing maybe connected to such rail by means of oneor more bolts 21. Said guide 20 may be extended, as indicated at 22, parallel to the rail far enough to constitute a support for the casing upon a plurality oi the usual cross ties 23 so as to maintain the casing in proper relation to the rail for the purpose intended. I

Pivoted at 24 to the inner end of the lever 17 and extending upwardly therefrom through the guide 20 is a trip device 25.

Said trip consists preferably of a substantially fiat broad metal member having its broader dimension in cross section parallel to the track. The upper end of the trip is adapted to be retracted into the guide 20 in one position of the lever, as shown in Fig. 4, and in the opposite position of the lever the trip extends above the guide and the surface of the rail to a considerable distance.

At 26 I show an air brake train line. extension having a normally closed valve 27. lit is to be understood that said extension 26 is in constant communication with the usual air brake train line and subject to the well known principles of the automatic air brake system (not shown). Said valve includes an arm 28 extending normally downwardly and having alatera y extending the trip is engaged by the finger 29, the' valve 27 will be opened with the obvious result of the stopping of the train. Should' the locomotive leave the track at one side, the finger 29 coming into engagement with the rail 10 will have the immediate eifect of opening the valve with the result above indicated.

The outer end of the lever 17 is provided with a yoke 31 or any other suitable loose connection for the vertical rod 32 extending up and connected to the aforesaid auxiliary arm 15 of the semaphore. Said rod 32 is movable directly with or as a result of the ordinary movements of the semaphore arm, and adjacent its lower end is provided with a pair of spaced lugs 33 and 34-. Said lugs may be adjusted along the rod32 to any desired place and ordinarily are preferably spaced at about one half the distance through which the rod 32 is movable. It will appear, therefore, with reference, for; instance, to Fig. 1, that the first half or part of the movement of the semaphore from the danger position indicated to the open or safe position may have no effect upon the lever 17 or the trip 25. In other words, the force required to shift the lever 17 and the trip may not add to the power required to start the movement of the semaphore, it being well known that the initial movement of the semaphore is more diflicult than any subsequent part of its movement. When, however, the rod 1 32 is moved upwardly far enough, the lug 33 will engage the lever and cause the lever to rotate on its pivot and retract the trip 25 into inoperative position. While the semaphore remains in safety position, the lug 33 will remain in Contact substantially with the lower surface of the yoke 31. On the reverse movement of the semaphore to bring it again to danger position, the rod 32 will move freely downwardly through the yoke 31, and by the time the lug 34 engages such yoke, the momentum of the semaphore and its rod will assure prompt and comparatively easy movement upwardly of the trip. In this connection my improved connections between the semaphore and the track constitute in effect a cushioning device tending to prevent the shock or jar incident to the inertia of motion of the semaphore. A counterweight 35 may be mounted adjustably along the lever 17, if desired, for the'purpose of establishing proper operation of the device. In order to provide ample room for the operation of the rod 32, I prefer to form at the outer end of the casing 16 a downward extension 16' which may be connected to the main part of the casing in any suitable way. Such extension also serves as a means to anchor the casing in position auxiliary to the fastening means at the inner end of the casing but without rendering the casing unnecessarily cumbersome or expen- "sive.

The arrangement of the connections between the semaphore and the trip member herein set forth provides for such manipulation of the semaphore arm 13 as to cause the upward projection of the trip 25 only when the arm 13 is at its highest or danger position. With the device arranged and set as shown in Fig. 1, the counterweight 35 may be so adjusted as to cause the lever 17 to follow the lug 34 while the semaphore arm moves from the position shown to the mid position or the position which will in-.

dicate to the engineer to proceed at caution. In fact, the counter weight 35 may serve in this connection as a means to assist in lifting the rod 32. The trip 25 must, of course, be retracted in order to allow the train to proceed at any speed. When the arm 13 is moving from the safety position, as shown in Fig. 4:, the trip will not be lifted until after the signal has passed beyond the caution position. In other words, the semaphore may be moved from safety to caution or occupy any position between safety and caution without lifting the trip.

Having thus described my invention, I claim as new and desire to secure by Letters Patent 1. In a trip device for automatic railway stops, the combination of a casing, means to secure the casing in position, said casing having a downward extension at one end forming an anchor, a trip movable upwardly or-downwardly at the'oppcsite end of said casing, a signal rod movable vertically into and out of said downward extension and having a pair of spaced lugs thereon adjacent its lower end, a lever of the first class pivoted in said casing and extending from the trip to said rod and having loose connection with said rod between said lugs, and acounterweight on the lever between its fulcrum and the trip to cause operation of the trip downwardly by virtue of the movement of the signal mechanism from danger position.

2. In a trip mechanism for, automatic 1 train stops, the combination of a casing hav-' ing an upward "guide extension at one end, means to secure such end of the casing in fixed position through said guide, said casing having a downward extension at its opposite end, a standardsecured within the casing between its ends, a lever of the first class pivoted in said standard, a trip pivoted to one end of the lever and movable 1,11s,eee

upwardly through said guide, signal mechname to this specification in the presence of anism including a rod extending into said two subscribing witnesses. downward extension and a, oose connection between the opposite end of the lever and BENJAMIN TRIPP 5 said rod, substantially as and for the pur- Witnesses! poses set forth. FRANK L. WoosTER,

In testimony whereof I have signed my Jnwn'rr A. BRowNnLL, 

